webster



G. WEBSTER.

RAILWAY CAR.

APPLICATION man NOV. 1. 1911.

Patented Aug. 1, 1916.-

6 SHEETSSHEET l.

WITNESSES G. WEBSTER.

RAILWAY CAR.

APPLICATION FILED Nov. 1.19m.

Patented Aug. 1, 1916.

6 SHEETS-SHEET 2 INVENTOR GUY WEBSTER BY HIS ATTORNEY WITN E5555 MUM G. WEBSTER.

RAILWAY CAR.

APPLICATION FILED NQV. l. 191l- 1 ,1 93,2 1 1 Patented Aug. 1, 1916.

5 SHEETS-SHEET 3.

WITNESSES INVENTOR GUY WEBSTER W BY s ATTORNEY (MA-b $401M Jla/w m G. WEBSTER.

RAILWAY CAR.

APPLICATION FILED NOV. 1. I91I.

Patented Aug. 1, 1916.

6 SHEETSHEET 4 INVENTOR GUY WEBSTER BY H I 5 ATTORNEY WITNESSES 4T 6&1 fuzz/15W WITNESSES G. WEBSTER.

RAILWAY CAR.

APPLICATION FILED NOV. 1,1911.

Patented Aug. 1, 1916.

6 SHEET$-SHEET 5.

///IIIIIIII/I/IIIIIIA INVENTOR GUY WEBSTER J BY H\5 ATTORNEY (i. WEBSTER.

RAILWAY CAR.

APPLICATION FILED Nov. I. 1911.

1 1 93,2 1 1 Patented Aug. 1, 1916.

6 SHEETSSHEET 6.

WITNESSES U i I INVENTOR M at ins iii izew GUY WEBSTER, F YORK, PENNSYLVANIA, ASSIGNOR TO BARBER CAB COMPANY, OF YORK, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-CAR.

Specification of Letters Patent.

Application filed November 1, 1911. Serial No. 657,911.

To all whom it may concern Be it known that I, GUY WEBSTER, a citizen of the United States, residing in York, Pennsylvania, have invented certain Improvements in Railway-Cars, of which the following is .a specification.

My invention relates to certain improvements in that type of motor driven rail way cars which have electric motors for driving the axles, the current for operating said motors being supplied by a dynamo driven by an internal combustion engine on the car.

One object of my invention is to so mount the motive power mechanism that it will not encroach upon the passenger carrying capacity of the car, will distribute its weight uniformly upon the axles, and can be readily removed and replaced if occasion requires.

Further objects of the invention are to provide for the proper ventilation of the car and to utilize the waste heatof the engine for the purpose of heating the incoming air'; to provide convenient means for ingress to andegress from the car; to so mount the body of the car upon the truck as to provide an easy riding body and prevent side sway without the use of side springs; to provide for the ready starting of the motor; to increase the seating capacity of the car; to prevent telescoping of cars in case of collision, and to provide for the effective braking of the wheels of the car.

hese objects I attain in the manner hereinafter set forth, reference being had to the accompanying drawings, in which-- Figure 1 is a side view of a railway car constructed in accordance with my invention; Fig. 2 is a view partly in elevation and partly in longitudinal section illustrating the motive power mechanism of the car and means for mounting the body of the car upon the truck; Fig. 3 is a plan view of the truck and the motive power devices'of the car; Fig. 4 is a transverse section partly on the line aa, and partly on the line 6-6, Fig. 3; Fig. 5 is a sectional plan view of one end of the car; Fig. 6 in a vertical section on the line cc, Fig. 5; Fig. 7 is a sectional plan view of part of the car showing the parts in difi'erent relation to each other from that represented in Fig. 5; Fig. 8 is a diagram illustrating one method of heating thecar in accordance with my invention; Fig. 9 is a similar diagram illustrating another method of heating; Fig. 10 is a sectional view illustrating the braking devices of the car, and Fig. 11 is a diagram illustrating certain electrical connections.

The car has a rigid truck comprising side members 1 connected at the ends by transverse platforms 4 and mounted upon the axles 2 which are driven by electric motors 3, of any appropriate character, the end platforms 4 supporting laterally separated groups of sprin s 5 upon which are mounted transverse plat orms 5*, and upon the latter are mounted longitudinal girders 6 which carry the car body. By this means support for the car body is provided at each end of the truck at points so far separated laterally. from the center line of the truck that side .sway of the car body is prevented without t0rs 3, and both engine and dynamo being located between opposite truss frames projecting inwardly from the side members of the truck and comprising inner longitudinal members w, transverse members a: and diagonal members y, so disposed and connected that the resultant of the stressesis exerted on the line of the intermediate transverse members at, which extend from one side frame to the otherbetween the engine and dynamo, at which point there is sufiicient space above and below the engine shaft .to accommodate them.

The engine and dynamo are mounted upon yokes 10, whose opposite ends are supported upon springs 11, the latter being mounted upon washers which rest upon nuts on the lower ends of bolts 12 supported upon brackets 13 secured to the inner sides of the members w of the opposite truss frames, as shown in Fig. 4. By this means not only is an elastic support provided for the engine and dynamo, but either of the latter when dis connected from the other can be readily 'ferred to.

dropped from between the side frames and into a pit below the car by simply removing the nuts at the lower ends of the bolts 12.

The engine and dynamo are located midway between the axles 2, so that their weight is evenly distributed upon the axle boxes, and the steady running of the car is thus insured, while the easy removal and replacing of the motive power devices permits occupies a position corresponding with the conductors station at the center-of the car, and thus provides an observation platform for the conductor from which he can view the car from end to end above the heads of any standing passengers.

he speed of the car is regulated by regulating the speed of the engine and dynamo, the engine regulating devices being located in a motormans cab 13 at one or both ends of the car, this cab containing a controller a for the engine, a pole changing switch 0 for the electric current,'and a switch 0 for an electrical starting device hereinafter re- The cab should also contain the brake-operating or controlling apparatus, which I have not considered necessary to show in the drawing. In practice the engine will be simply slowed down without stopping when the car stops, the amount of current generated at such time not being sutlicient to cause the motors to turn the wheels if the brakes are applied thereto.

In order .to start the engine at the beginning of a trip or in case it should be accidentallv stopped during a trip I provide a storage battery 14, which is connected to the field coils of the dynamo through the switch box 0 in the cab, the battery circuit being open when the engine. is running and the dynamo is generating current for the operation of the car-driving motors 3. Should the engine be stopped, however, the starting of the same can be effected by closing the switch in the storage battery circuit, in which case the dynamo will act as a motor to turn the engine shaft and start the engine, the battery switch being then again opened.

In a compartment 19 on the opposite side of the car from the motormans cab I locate a radiator 20, through which is caused to circulate the water from the cooling jacket of the engine, the radiator being connected to the cooling jacket by means of suitable outgoing and return pipes 21 and 22 (Fig. 3). The car has a closed front, that portion of the same which is in front of the radiator compartment 19 having, in the upper portion, a window 23, and in the lower portion an air inlet opening 24 provided, by preference, with swinging valves or shutters 15, whereby the flow of air through the same can be regulated, and in the side of the car communicating with the radiator compartment 19 is another opening 25, likewise provided with swinging valves or dampers 16.

The rear-wall of the compartment 19 is provided with a vertically sliding sash 26, which can either be lowered into a hollow 'partition 27, as shown by full lines in Fig.

6, so as to provide communication between the radiator compartment and the interior of the car, or can be raised, as shown by dotted lines, in said figure, so as to cut off such communication. The ,window 23 in the front of the car is pivoted at the top so that it can be permitted to swing to a vertical position,-as shown by full lines in Fig. 6, so as to close the window opening, or can be swung rearwardly into contact with the window 26, as shown by dotted lines in I ig. 6.

During the winter season when it is desired to warm and ventilate the passenger compartment of the car the parts are adjusted to the position shown by full lines in Fig. 6, the valves or dampers in the opening 24 being open and those in the side opening 25 being closed. Air will consequently enter the radiator compartment 19 through the opening 24, will be heated by contact with the radiator 20, and will floyv backwardly into the car over the top of the hollow partition 27. In summer time, however, or when the weather is mild and artificial heat is not desired, the window 26 may be raised so as to cut off communication between the radiator compartment and the interior of the car, and the valves or dampers in the side opening 25 may be opened so that the air which enters through the front openin 24 and is heated by con tact with the radiator 20 may escape through the side opening 25, and if desired, the front window 23 may be swung rearwardly, as shown by dotted lines in Fig. (3, so as to direct additional volumes of air downwardly onto the radiator, it being necessary to provide a circulation of air around the latter at all times in order to reduce the temperature of the water which is used in the cooling jacket of the engine.

Where a car is intended to run in both directions there may be a motormans cab and a radiator compartment at each end of the car, both radiators communicating through pipes 21 and 22 with the water jacket of the engine, and said pipes may be provided with valves 17 Whose valve stems are connected for joint operation, as for instance, by means of a bar, 18 with slotted cross heads, as shown in Fig. 8, movement of said bar in one direction opening the valves in one set of pipes and closing them in the other set, and movement of the bar in the other direction effecting a reversal in the position of the valves. By this means the hot water from the engine jacket can be directed to that radiator which occupies the compartment at the front of the car, the radiator compartment at the rear of the car being cut off from connection with the water jacket.

Instead of having hot water radiators at each end of the car I may have a hot water radiator in the radiator compartment at one end of the car and may supply the radiator in the compartment at the other end of the car with the exhaust gases from the engine by connecting said radiator with the exhaust pipe 29 of the engine, as shown for instance in Fig. 9.

The inner wall consists of a swinging door 30 to provide for ingress and egress, this door being combined with a stationary panel 31 parallel with the side of the car but some distance inwardly therefrom, and the rear of the motormans cab is provided with a panel 32 extending from the side of the car to the panel 31 and movable from the position shown in Fig. 5 to that shown in Fig. 7 over a seat 33.

When the motorman is occupying the cab the panel 32 occupiesa position at the rear of the seat 33, and the latter is thus contained within the cab and is available for the use of the motorman. When, however, the motorman changes from the cab at one end of the car to that at the opposite end of the same the panel 32 is shifted to the opposite side of the seat 33 and the latter is thus brought into the passenger compart ment of the car and adds to the seating capacity of the latter.

The car has at the center on each side two sliding doors 34 and 35, one for ingress and the other for egress of passengers, and the conductors stand is at the center of the car so that he can readily collect the fares from the incoming passengers and superintend the egress of the outgoing passengers.

The steps 36 leading to the doorways on each side of the car are rigidly mounted on the truck '1, and hence do not partake of any swaying movement of the body of the car, and they are mostly within the line of the side of the car body, an opening 37 being formed in the floor of the car above the steps. In order to shield this opening when the doors are closed, each of said doors has, projecting inwardly therefrom at the botof the motormans cabtom, ,an inclined shield 39 which, when the door is closed, covers the opening, as shown in Fig. 4, the inclination of the shield preventing the passengers from standing in front of the doors and interfering With the conductor in the performance of his duties. When the doors are opened the shield 39 will slide underneath the seats at the sides of the car.

The car body has at each end a curved bumper consisting of a channel bar &0 connected at its opposite ends to the side beams G of the car body, the bumper bars 40 thus constituting part of the metallic frame upon Which the body of the car is built. Each of the bumper bars 40 is provided at top and bottom with projecting flanges so that in case of collision the flanges on the bumper of one car will engage with those on the bumper of the other car, and will lock said bumpers together against verticalmovement, whereby the body of one car cannot climb upon the body of the other car and telescoping of the car bodies will thus be prevented.

In order to provide for the efiective braking of the wheels of the car so as to insurethe stoppage of the same even while the engine is running slowly I prefer to clamp the wheel between brake shoes applied simultaneously to the front and rear of the wheel tread. In order to operate both of these brake shoes simultaneously with a single brake cylinder I swing the latter from the bottom of the car or otherwise mount it so that it may have a limited amount of fore and aft movement and I connect one of the brake shoes 41 to the piston rod 42 of the brake cylinder and connect the other brake T shoe 43 to the cylinder itself in any suitable manner, as for instance by means of rods 44 connected at one end to the brake shoe and at the other end to the cylinder, as shown in Fig. 10. When, therefore, air or other fluid under pressure is admitted to the cylinder behind the piston therein it will tend to move the piston in one direction and the cylinder in the opposite direction, the movement of the piston pressing the brake shoe 41 against the tread of the wheel on one side of the axis of the wheel while the movement of the cylinder draws the brake shoe 43 into contact with the tread of the wheel on the opposite side of its axis.

The pressure upon the wheel during the braking operation is therefore equalized and counterbalanced, and the axle journals are not pressed forcibly against their hearings in one direction or the other, consequently I prevent the rapid wear of said bearings which results when ordinary methods of braking are adopted. The brake cylinder and piston may act either directly upon the brake shoes, as shown, or upon brake beams carrying the shoes.

The guides for the axle boxes 45 are, as

shown in Fig. 1, composed of vertical bars or struts 46 interposed between the upper and lower longitudinal bars 47 and 48 of the side frame of the truck, the upper bar 47 of the truck frame extending across from one bar 46 to the other and constituting a bearing for the axle box spring 49, but the lower bar 48 of the truck frame being discontinued between the side bars so as to permit of the ready removal of the axle boxes from their guides. The carrying of the unbroken top bar or girder of the side member of the truck frame across between the axle box guides 46 simplifies the construction of this portion of the truck without detracting from the desired rigidity of the structure.

- By regulating the speed of the engine to accord with the desired speed of the ,car I avoid the waste which occurs when the engine and dynamo are run continuously at full speed, and the regulated by cutting of the motor circuit, power of the engine magnetic gaps, the

speed of the motors is resistance into and out and by transmitting the to the axles through two first between the armature and field of the dynamo and the second between the field and armature of the motor, the starting and stopping of the car is effected without sudden shock or jar either upon the car or engine.

claim:

1. A railway car in which are combined a wheeled truck, a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, an internal combustion engine for driving said dynamo, and supporting means for said engine and dynamo mounted upon the truck through the medium of springs so as to provide an elastic support for the engine and dynamo.

2. A railway car in which are combined a wheeled truck, a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, and an internal combustion engine for driving said dynamo, the truck having opposite side frames with inwardly projecting truss members between which the engine and dynamo are supported so as to be removable downwardly.

3 A railway car in which are combined a wheeled truck, a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, and an internal combustion engine for driving said dynamo, the truck having opposite side frames with inwardly projecting truss members between which the engine and dynamo are supported so as to be removable downwardly, said truss members having a connecting member disposed between the engine and dynamo and above the shaft which connects the same.

4. A railway car in which are combined a wheeled truck, a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, and an internal combustion en gine for driving said dynamo, the truck having opposite side frames with inwardly projecting truss members between which the engine and dynamo are supported so as to be removable downwardly, said truss members having connecting members disposed between the engine and dynamo and above and below the shaft which connects the same. 5. A railway car in which are combined a wheeled truck, a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, an internal combustion engine for driving said dynamo, said engine and dynamo being located centrally between opposite inwardly projecting truss frames at the sides of the truck, each of said frames comprising longitudinal, transverse and diagonal members, and the frames ing connected by a transverse member so located as to represent the resultant of the strains uponthe truss frames.

railway car in which are combined a wheeled truc a body mounted thereon, electric motor mechanism for driving the car, a dynamo for supplying current to said motor mechanism, an internal combustion engine for driving said dynamo, depending bolts mounted upon side frames of the truck, detachable supports upon said bolts, and springs mounted upon said supports and carrying the engine and dynamo whereby, on the removal of said spring supports, the engine and dynamo can be withdrawn downwardly from below the car.

The combination, in a railway car, of a wheeled truck, a body supported thereon, an internal combustion engine constituting the motive power of the car, a radiator at one end of the car, a connection for heated fluid from the engine to the radiator, and means for radiator and into the car.

8. The combination, in a railway car, of a wheeled truck, a body supported thereon, an internal combustion engine constituting the motive power of the car and having a water jacket, a radiator at each end of the car, means for conveying the water from the jacket of the engine to the radiator at either end of the car and back again and means for causing flow of air over the radiator and into the car and means for opening communication between the jacket and the radiator at one end of the car, and simultaneously closing communication between the jacket and the radiator the opposite end of the car.

9. The combination, in a railway car, of a wheeled truck, a body supported thereon, an internal combustion engine constituting the motive power of the car, a radiator at one end of the car, a connection for conveying heated fluid from the engine to the radiator, means for causing How of air over the radiator and into the car, and means for cutting off the flow of heated air into the car and directing it to the outside of the same.

10. The combination, in a railway car, of

' a wheeled truck, a body supported thereon,

an internal combustion engine constituting the motive power of the car, a radiator at one end of the car, a connection whereby heated fluid is conveyed from the engine to the radiator, a compartment inclosing the radiator, and means for opening and closing communication between said radiator compartment and the interior of the car.

11. The combination, in a railway car, of a wheeled truck, a body supported thereon, an internal combustion engine constituting the motive power of the car, a radiator at one end of the car, a connection whereby heated fluid is conveyed from the engine to the radiator, a compartment inclosing the radiator, means for opening and closing communication between said radiator compartment and the interior of the car, and a valved or dampered air inlet at the front of the compartment.

12. The combination, in a railway car, of

a wheeled truck, a body supported thereon, an internal combustion engine constituting the motive power of the car, a radiator at one end of the car, a connection whereby heated fluid is conveyed from the engine to the radiator, a compartment inclosing the radiator, means for opening and closing communication between said radiator compartment and the interior of the car, a valved or dampered air inlet partment, and a valved or dampered air outlet at the outer side of said compartment.

13. A railway car having, at one end, a motormans cab having, as one of its members, a longitudinal partition parallel with the side of the car, a seat between said partition and the side of the car, and a panel movable from front to rear or from rear to front across said seat, whereby the seat can be disposed either in the motormans cab or in the passenger compartment of the I have signed my r. In testimony whereof,

in the presence of name to this specification, two subscribing witnesses.

GUY WEBSTER. Witnesses:

E. L. LU'rroN, S. B. Mmsnnnmnn.

at the front of the com- 

